trek electric bike domane

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2023 Trek Domane+ e-road bike review: Ultra-quiet, ultra-stealthy

Flagship model weighs just 12.21 kg, and us-spec bikes get a genuinely useful 45 km/h cutoff from the new tq mid-drive motor..

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Trek has today announced the third generation of its Domane+ e-assist road bike, and it’s quite the change from the one that came before. There’s a new motor from German company TQ, a brand-new carbon fiber frame with more advanced carbon fiber content and construction, more tire clearance, and in general, a sleeker and lighter total package that looks and feels more like a “regular” road bike.

It sounds like quite the complete package on paper, and it mostly is in reality – with some caveats, of course.

The lightning pace of e-bike motor development

Trek clearly isn’t shy about switching motor suppliers. Each generation of the Domane+ has used a different brand of motor: Bosch on the first generation one, Fazua on the second iteration, and now TQ on this latest third-generation model.

Why the switch, you wonder? Because it seems like quite the advancement in a number of key areas.

First and foremost, the TQ HPR-50 motor is legitimately tiny, so much so that in profile, you almost wouldn’t guess at all that the Domane+ is an e-bike. Unlike the previous Bosch and Fazua units, the TQ is hidden completely inside a painted-to-match shroud at the bottom bracket with little on the outside to give anything away. Of course, a closer look reveals clues such as the cooling port on the underside of the cover, but even the battery is fully integrated inside the down tube.

Trek is also touting the HPR-50’s unusually quiet operation, which comes about thanks to a unique interior configuration that does away with the usual array of reduction gears and/or belts, and is claimed to reduce internal friction, too. Trek’s official press materials also make mention of the lower Q-factor as compared to the Fazua unit, but don’t get too excited; it’s only down 2 mm in total, and the 163 mm figure is still about 12 mm wider than what you get with Shimano GRX, or 17 mm wider than most dedicated road cranks.

Be that as it may, the specs of the TQ HPR-50 motor are impressive. The official maximum power output is 300 W (or 50 Nm of torque), and it’s powered by a 360 Wh Li-ion battery in the down tube that Trek claims is good for “up to” 145 km (90 miles) in Eco mode. An optional range extender battery tucks into a water bottle cage for another 160 Wh, and the system can even run on just the range extender battery alone should you want to fly with your new Domane+ and need to tuck in under typical airline battery size restrictions.

Three levels of e-assist are available, each of which can be customized using the Trek Central smartphone app. Switching between the three assist levels is literally at your fingertips thanks to convenient remote buttons positioned next to the brake lever hoods, while the various mode screens on the high-resolution LCD panel on the top tube are accessed directly on that panel. Among the available screen pages are windows for remaining battery life (expressed numerically as both a percentage and time to empty, and visually with bars), current power output, speed, and distance – and when you’re charging the system, the display even gives you a precise countdown to when the battery is full.

Frame design implications

The bigger benefit of switching to the TQ HPR-50 motor is arguably how it affects the latest Domane+’s frame design. Trek sought to have this version look as much like a non-powered bike as possible, and aside from some generally inflated proportions, that goal seems to have been met.

The motor’s smaller form factor makes for a more normal-looking bottom bracket area, and although the down tube is notably bulbous given the internally housed battery, the whole frame looks surprisingly proportional. The Q-factor may not have changed much, but the more typical chainline has allowed Trek to switch to a standard 142 mm-wide rear hub in place of the “Road Boost” 148 mm one on the previous-generation Domane+, which is a great move for wheel compatibility.

The 2023 Domane+ marks the first time Trek has used its top-end OCLV 800 carbon fiber content. Combined with the integrated down tube battery – meaning there’s no need for a large hatch – Trek claims to have lopped 450 g from the previous Domane+ chassis. Claimed weight for an unpainted 56 cm frame is around 1,250 g. Adding to that is 1,850 g for the motor, 1,835 g for the 360-Wh battery, plus a few more grams for mounting hardware.

That claimed frame weight includes the latest version of Trek’s IsoSpeed pivoting seat cluster concept. This incarnation isn’t adjustable, but it does use a conventional (albeit proprietary) telescoping carbon fiber seatpost instead of the integrated seatmast of previous IsoSpeed-equipped bikes.

All in, my 52 cm flagship sample with a SRAM Red eTap AXS wireless electronic 1×12 groupset and Bontrager Aeolus RSL 37V carbon clinchers tips the scales at a comparatively svelte 12.21 kg (26.92 lb).

Save for a 10 mm increase in chainstay length – a consequence of the TQ HPR-50’s motor casing size – frame geometry is the same as the non-powered Domane, down to the millimeter. Stack and reach figures are more upright and relaxed as compared to the Madone or Emonda, but both are still pretty sporty overall, and trail figures in the low-60s across the board are intended to provide fairly nimble handling manners.

Despite those virtually identical dimensions, the Domane+ is approved for tires up to 40 mm-wide, whereas the non-powered Domane tops out at 35 mm. Keep in mind those are Trek’s official ratings, which account for a minimum of 6 mm of space all around. Actual maximum tire sizes will almost certainly be bigger, though that’ll depend on your comfort level for potential frame rub.

Either way, adding fenders to the hidden front and rear mounts will drop that maximum tire size by 5 mm.

Naturally, cabling is fully hidden, although the manner in which Trek has gone about it for the new Domane+ isn’t nearly as maddening as it could have been. Lines are run externally on the handlebar before being routing alongside the underside of (not through) the stem and then into ports in the dedicated upper headset cover. Keeping things visually tidy are a cosmetic cover bolted to the bottom of the stem and profiled headset spacers that are also split for easier bar height adjustment.

Models, availability, and pricing

Trek will offer the new Domane+ in six different build kits, all using the same frame and motor package. There are only three price points, though, with each one offering a SRAM and Shimano variant. Interestingly, all SRAM-equipped bikes will come with 1×12 drivetrains and 40 mm-wide Bontrager gravel tires, while Shimano bikes are set up with 2×12 drivetrains and more tarmac-oriented 32 mm-wide slicks. As usual for Trek’s premium models, Project One custom builds are available in most models, although whichever way you slice it, the prices are awfully high.

Topping the list is the Domane+ SLR 9 eTap P1 (US$13,000 / AU$n/a / £12,900 / €14,500), built with a SRAM Red eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus RSL 37V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.15 kg (26.79 lb).

Sitting alongside that is the Domane+ SLR 9 P1 (US$13,000 / AU$n/a / £12,500 / €14,000), equipped with a Shimano Dura-Ace Di2 2×12 electronic groupset, 21 mm-wide Bontrager Aeolus RSL 37 carbon clinchers, and 32 mm-wide Bontrager R3 Hard-Case Lite slicks. Claimed weight is 11.75 kg (25.90 lb).

The middle child is the Domane+ SLR 7 eTap P1 (US$10,000 / AU$n/a / £9,750 / €11,000) with a SRAM Force eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.50 kg (27.56 lb).

Alternatively, the Domane+ SLR 7 P1 (US$10,000 / AU$n/a / £9,450 / €10,600) comes with a Shimano Ultegra Di2 2×12 electronic groupset and the same wheel-and-tire package. Claimed weight is 12.20 kg (26.90 lb).

There’s also a slightly less expensive non-Project One Domane+ SLR 7 (US$9,500 / AU$14,500 / £8,900 / €10,000).

Looking for the fancy TQ motor on a “budget”? The Domane+ SLR 6 eTap P1 (US$9,000 / AU$n/a / £8,900 / €10,000) is equipped with SRAM’s Rival eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.60 kg (27.78 lb).

If you prefer Shimano, there’s the Domane+ SLR 6 P1 (US$9,000 / AU$n/a / £8,890 / €9,600) with the same wheel-and-tire package, but Shimano’s latest 105 Di2 2×12 electronic groupset. Claimed weight is 12.40 kg (27.34 lb).

Finally, there’s the non-P1 Domane+ SLR 6 (US$8,500 / AU$13,000 / £8,340 / €9,000).

All of the new Domane+ models are supposedly available for ordering and/or purchase starting today.

Like an ever-present hand on your back

I should first point out in this review that your own experience on the new Domane+ will vary greatly depending on where you are. In the US, the TQ HPR-50 motor is allowed to operate at full power up to 45 km/h (28 mph). However, the cutoff in Europe is just 25 km/h, while most other countries will be at various points in between. I did this test in the United States, so take my commentary with a grain of salt if you live in a different region.

It’s also important to remember that there are essentially two major categories these days: so-called full-power ones such as what you normally see from brands like Bosch and Shimano, and lightweight models such as this new Domane+. Full-power ones are usually rated for around 250 W or so of power (and around 85 Nm of torque), but keep in mind that’s a nominal figure. Peak outputs are usually much, much higher – often more than 800 W.

But like other e-bikes in this “lightweight” category, the output of the TQ HPR-50 motor is far more modest. It’s rated at 300 W, but that’s the most you’ll ever get out of it (give or take a few watts). Likewise, maximum torque is capped at 50 Nm. The benefit of that reduced output is a huge weight advantage for the motor and battery itself, plus everything else on the bike can be made lighter as well.

That all said, while I know opinions are definitely mixed out there with respect to e-road bikes, I’d be lying if I said I didn’t have one heck of a good time testing this thing.

Those full-power e-bikes are undoubtedly fun (so much power!), but the experience can also be so far removed from purely human-powered pedaling that it can almost seem like something other than bike riding. But this Domane+? It’s more like you’ve always got a hand on your back, or the feeling you get when you’re having a really, really (really) good day.

Trek intends for the Domane+ to feel like a regular road bike, and for the most part, I’m inclined to agree. Power from the TQ motor doesn’t come suddenly like a kick, but more like a building wave. It’s surprisingly subtle, so much so that when you rise out of the saddle to sprint, it almost seems like nothing’s happening – but then you look at your speed and your times, and it’s pretty clear that isn’t the case.

The way that power comes on is interesting, though. It’s not simply a direct proportion of your own output, but a more complex calculation that also takes other factors into account like speed and cadence. From what I can tell, it’s almost like the system has two goals.

One is helping you maintain your speed. For example, when casually cruising at 150 W (and with the highest-power setting selected), there are times the system is putting out 200 W or more. At other times, it’s kicking out almost nothing. But in either case, how much power the system produces depends on how much help it thinks you need, and it does an uncannily good job of figuring that out.

It’s also pretty impressive when flirting with that 45 km/h cutoff. One of the main drags heading back into town is mostly flat, but with some small rollers and often just enough of a tailwind that you can really build a head of steam. The Domane+ was more than happy to give me a nudge to get me to that magical 45 km/h mark, and then just barely enough power to let me stay just shy of that figure so as to not trigger the cutoff. And when I did cross that line, the cutoff is remarkably gentle, so much so that I kept peeking at the top tube display to see if the system really wasn’t doing anything.

It’s when climbing that the TQ HPR-50 comes into its own. There, the motor doesn’t seem to just want you to maintain your speed; it wants you to feel like a superhero (at least in full-power mode). Needless to say, the feeling of climbing like that is addictive, but it also highlights the power limitations of the system. Say you’re climbing steady at 200 W and the system is kicking out another 300 W. But if you put down more than that, it’s still topped out at 300 W. Granted, that’s still an awful lot more than I can maintain on my own, but proportionally speaking, it’s more noticeable that the system is cutting power than when you’re hitting the speed limit.

But it’s still fun.

Unfortunately, there’s another limit to that fun, and Trek’s range claims strike me as a bit ambitious (which isn’t surprising). Granted, range claims are always more than a little fuzzy, and the mountainous terrain of my local stomping grounds certainly has a lot to do with that. One ride in particular covered just 38 km (23.5 miles), but almost 800 m (2,600 ft) of elevation gain – all at maximum power assist (have I mentioned how much fun this bike is?). But when I got back home, the battery capacity was down to a middling 27%. Granted, I could have done that same ride on a lower power setting, but where’s the joy in that?

Here’s where that lightweight vs. full-power thing comes in again. While lightweight models like this Domane+ indeed feel more like non-powered bikes most of the time, there’s no substitute for watt-hours. To put that into perspective, I played around with a Canyon Grail:On gravel e-bike a couple of years ago, which is equipped with a full-power Bosch system and a much bigger battery. One ride I did on that bike covered more than 47 km (29.5 miles) with just shy of 1,200 m (3850 ft) of elevation gain – and there was enough juice left at the end that I almost could have done that ride twice.

Granted, that bike was more of a bruiser than this Domane+, which does really feel a lot like a good, non-powered road bike in many respects. While it’s fun to blast around in full-power mode, kicking things down a notch or so dramatically extends battery life. There’s some noticeable friction in the TQ motor when pedaling without power at all – more from the bearing seals than parasitic mechanical losses, from what I can tell – but it’s not bad at all, and it certainly pales in comparison to what the motor is putting out.

Aside for the extra weight, the Domane+ genuinely feels pretty normal – certainly enough so that you don’t feel like you have to be in full-power mode all the time. And just as promised, the TQ HPR-50 motor is remarkably quiet so you’re not always audibly reminded what you’re riding, either. There is a whir that grows proportionally louder with pedaling cadence, but even at its loudest, you can barely make it out from the hum of your tires. At higher speeds, it’s drowned out entirely by wind noise. It’s easy to forget about it.

About that speed cutoff

As I mentioned earlier, your experience on an e-road bike will vary greatly depending on where you’re riding it (or perhaps more specifically, where you’ve purchased it). Although I found the Domane+ to be incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, or perhaps more as a dedicated light-duty gravel rig with those 40 mm-wide tires. However, I’m not sure how much fun it’d be otherwise (and I know CyclingTips senior tech editor Dave Rome agrees on this one ).

Kudos to Trek and TQ for so thoroughly engineering the motor assist cutoff when you do bump up against that mandated speed limit. Unlike many other e-bikes I’ve ridden, the power drops off gently and seamlessly, rather than feeling so abrupt that you wonder if a wire has suddenly come loose.

But even then, the 25 km/h cutoff that much of the world would see on this thing also severely cuts into its utility. It’s virtually guaranteed that someone riding a Domane+ wouldn’t be able to enjoy a bunch ride with friends since they’d essentially be dragging an ineffective anchor all the time, and even more gradual climbs would likely be frustrating as the motor continually cuts in and out. It’d still be a boon for longer climbs if you’re ok with taking it a bit slower, and certainly on steeper ones. But aside from that, I’d urge anyone considering their first e-road bike purchase to seriously ponder the effects of that speed limit.

What about the non-motorized bits?

Handling mostly feels like the regular Domane (and you can expect a review of the new non-powered Domane SLR from me shortly, too), although there are some caveats. I find it interesting that Trek equips the Domane+ models with such a broad spread in tire sizes, as it does affect the steering. I first tried my test bike with the stock 40 mm-wide Bontrager GR1 Team Issue gravel tires, and it was… ok. The steering felt heavy off-center, and the bike wasn’t nearly as eager to initiate turns as I would have expected. But when I switched to 35 mm-wide Schwalbe G-One RS tires, the handling instantly became much more natural, easily diving into turns and flowing through corners as it should.

Switching tires also highlighted another downside. Although the stock Bontrager gravel tires are quite grippy on hardpack and tarmac, they’re also surprisingly slow-rolling. With those Schwalbes installed, the bike felt much faster and alive (and I’m sure there’s a positive impact on battery range, too).

Ride quality improved with the tire change, too, but it still couldn’t completely mask the imbalance between the front and rear ends. Trek’s IsoSpeed feature continues to work brilliantly, offering an incredibly smooth and compliant feel that (at least for me) never feels overly bouncing or intrusive. But even with the bigger Bontragers fitted, the front end is dramatically stiffer. Even medium-sized impacts jar your hands, and trying to attack washboard sections of packed dirt is absolutely brutal. My guess is the massively oversized down tube has a lot to do with this, which is something I’ve noticed on other e-bikes with similar proportions.

There are some other quirks, too.

One of the TQ display screens is supposed to separately show your output and that of the motor. The motor figure seems believable enough, but the display of your output seems dramatically low. Granted, I didn’t verify this with a separate power meter, but I know what 200 W feels like, and when I see 150 W on the display, something seems off.

Aside from the tires, I don’t have much to complain about regarding the spec. The 10-44T cassette and 42T chainring offer plenty of range, and shift quality is very good. The jumps between sprockets are still a little bigger than I’d prefer for group road rides, but it’s fine when out solo. And kudos to TQ for powering the rear derailleur directly by the main system battery. It’s clean and convenient, and one less battery to worry about (although that also means if the system is totally, completely dead, you now can’t shift, either).

The Bontrager finishing kit is generally excellent. The snub-nosed Verse Pro saddle is comfy, the Aeolus RSL 37V wide-format carbon wheels are fantastic, and kudos to whoever at Trek specified this wonderfully grippy and squishy bar tape. But the handlebar underneath that tape? I’m sure someone likes it, but it’s definitely not my cup of tea. The short reach and deep drop are an odd combo, and I was never able to find a remotely comfortable position for my hands in the drops. Thankfully, Trek’s solution for concealed cabling allows you to use any bar with a 31.8 mm clamp diameter.

Super fun, but keep the limitations in mind

Trek’s move to the TQ motor platform is interesting, if for no other reason than its longstanding relationships with other (and much better established) motor suppliers. However, the company clearly sees advantages in what the TQ HPR-50 provides, and after riding it myself, it’s hard to argue with Trek’s decision: it looks better, it’s quieter, and while TQ’s long-term reliability still needs to be proven, the simpler mechanical layout at least bodes well since there’s less to go wrong in there.

As promised, the Domane+ does feel a lot like a regular road bike in a lot of ways, and it’s undeniably fun to ride. But as I mentioned earlier, the experience will vary greatly with where you’re riding it. Although I found the bike incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, but I’m not sure how much fun it’d be otherwise.

Either way, those looking for the more visceral thrills of a full-powered e-road bike won’t be blown away by the TQ motor’s modest specifications, but if you’re after more of a traditional feel with a little bit of a boost – and live in the right country – this seems like a bike well worth considering.

More information can be found at www.trekbikes.com .

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cobblestone victory after wout van aert crash\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/e3-saxo-classic-mathieu-van-der-poel-crushes-solo-cobblestone-victory-after-wout-van-aert-crash\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"e3 saxo classic: mathieu van der poel crushes solo cobblestone victory after wout van aert crash\"}}\u0027>\n e3 saxo classic: mathieu van der poel crushes solo cobblestone victory after wout van aert crash\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the best custom cargo bikes from the philly bike expo","url":"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/best-custom-cargo-bikes-philly-bike-expo\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/best-custom-cargo-bikes-philly-bike-expo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the best custom cargo bikes from the philly bike expo\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/best-custom-cargo-bikes-philly-bike-expo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the best custom cargo bikes from the philly bike expo\"}}\u0027>\n the best custom cargo bikes from the philly bike expo\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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The electrified aluminum Domane+

The Trek Domane+ series of road bikes combines electric assist with the comfortable ride and endurance geometry that has made the Domane bikes so popular. It’s a natural combination as the electrification allows riders to ride even further while enhancing the ride quality with the integrated battery. Trek currently offers the Domane+ series of bikes in two primary variations: carbon fiber SLR models and the aluminum AL 5. The SLR variations retail between $8,499.95 to $12,999.95 depending on the component set. With a retail price of $3,499.95 the Trek Domane+ AL 5 is the most accessible electric bike in the lineup and arguably one of the best values.

The bike is equipped with mechanical Shimano 105 components including hydraulic disc brakes. In terms of electrification, the AL 5 is equipped with a 250W / 40Nm HyDrive hub motor and a 250Wh battery integrated into the downtube. The combination is rated for up to 55 miles in eco mode with an optional 250Wh range extender battery available which doubles the range. To achieve a natural feeling ride, Trek has utilized a torque sensor and three selectable assist levels to feather in the electric power. An integrated display in the top tube displays the remaining battery and current assist level.

The Trek Domane+ AL 5 combines the endurance geometry and smooth ride Domane is known for with a hub motor and integrated battery.

FIT AND FINISH

Visually, the Trek Domane+ AL 5 is easy to mistake for a standard Domane AL 5 bike. The bike features a contoured top tube, a tall headtube and lower bottom bracket geometry to achieve an endurance-oriented riding geometry. Trek has done an impressive job hiding the 250Wh battery inside the downtube while still maintaining the proper proportions. Currently, Trek only offers the Domane+ AL 5 in three color schemes: black, viper red and the mercury color we have in this review. It’s an attractive silver-like color with a bronze Trek logo and accents on the fork. While the color isn’t as flashy some of the Project One color options the SLR models offer, it iss a sleek yet modern. The bike’s 100 series aluminum frame has visible welds at the attachment points as well as visible weld marks around the bottom bracket.

The Domane+ AL 5 features internal cable routing with wires routed through the downtube and fork for a clean overall appearance. With the Domane series being more of an endurance bike, Trek has incorporated rack and fender mounts into the frame of the bike. The mounts are well disguised with flush rubber covers rather than exposed bolts or screws found on other bikes. Rather than the top tube bottle mounts found on the standard Domane bike, the Domane+ AL 5 has a black stripe and display screen with a large black power button. The display blends in with the stripe when it’s off but has vibrant colors when it is on to indicate the battery status and assist level with graphical representations. To charge the e-bike’s battery there is a plastic cover below the downtube bottle cage which can be opened to insert the provided charging cable.

As far as components, the Trek Domane+ AL 5 incorporates a combination of Shimano 105 R7000 drivetrain with a mix of Bontrager finishing kit. Aside from the compact 50/34 FSA Vero Pro crankset the bike has a complete 11-speed Shimano 105 R7000 series setup including flat mounted 160mm hydraulic disc brakes. Next to each shifter you’ll find a single button which either increases or decreases the current assist mode. In-house Bontrager components help keep the cost of the bike down with the Verse Short Comp saddle, Elite IsoZone handlebar, Carbon seatpost and Elite stem. That also extends to the wheels and tires which are tubeless-ready Bontrager Pardigm wheels with R1 Hard-Case Lite tires. The bike’s modern 12mm thru-axle design with disc brakes means it’s easy to upgrade components or switch to more aggressive wheels and tires for gravel riding.

HYENA RIDER ASSIST APP

Hyena offers a Hyena Rider Assist (HRA) app that can connect to the Trek Domane+ AL 5. The app can be used to display serial number information, battery status, perform basic ride tracking and most importantly tune the assist levels. To connect the bike you simply power the motor on and then double tap it to enter the Bluetooth connecting mode which turns the bike battery display to blue bars. With the HRA app on, the bike can be quickly discovered and you can enter a custom bike name and view details of the bike. Selecting the iDrive button from the main screen not only displays the firmware and model numbers but also an interactive line chart.

Each of the three assist levels can be adjusted between 33% ranges (i.e. L1: 0-33, L2: 34-66, L3: 67-100) to customize the feel of the bike. This is a great way to personalize the ride experience by adjusting the power assist to your riding style. For those looking to extend the range you can reduce the first-level eco mode or unlock the full 100% motor assist if you have steep climbs. The other feature of the app is the ability to view the battery as a percentage and add a charge notification with an adjustable battery percent threshold. This is a convenient way to avoid running out of charge or just checking the battery before riding with an actual percent display instead of having to interpret the bar battery display.

RIDING WITHOUT POWER

One of the main questions we ask with e-road bikes like the Domane+ is how they feel when the power is off. Can they be ridden like a normal bike? The answer with the Domane+ AL5 is a yes with an asterisk. The endurance geometry and wide gearing mean you can easily climb steep hills or do long routes without ever using any power. However, it’s hard to get around the fact that the hub and motor add weight to the bike. The 31lb weight of the bike combined with the generous 32mm tires mean the Domane+ AL5 feels slower and requires more effort than a traditional 20lb or lighter road bike. This was particularly obvious for us as we spent most of our time switching between the Trek Domane+ AL5 and our 16lb Specialized Tarmac.

As the saying goes, “you can’t have your cake and eat it too” which is true here. Trek has done an excellent job disguising the electric components but there is still a noticeable weight difference between this bike and the non-electric Domane AL 5. Otherwise, there isn’t noticeable drag when riding with power off and once you adjust to the weight it feels like a standard road bike. One of the surprising benefits of the extra weight is how well the bike descends. We suspect it’s the battery weight in the downtube that contributes to a low-center-of-mass that makes the bike handle smoothly and confidently even when descending at high speeds. While typical road bikes feel twitchy at higher speeds, the Domane+ AL 5 feels locked in.

RIDING WITH POWER

One of the main features of the Trek Domane+ AL 5 is the hub motor and integrated battery. While the 250Wh battery and 40 Nm HyDrive motor aren’t the highest capacity or most powerful setups on the market, it’s a well tested and refined design that is utilized on a variety of other bikes on the market including other Trek models. The hub motor is well matched to the relatively light weight of the bike and provides smooth assistance to climb steep climbs or handle urban traffic. Unlike budget hub drive bikes which use cadence sensors to simply turn the power on or off, Trek has utilized a torque sensor to feather the power in for a natural feel. The harder you pedal, the more assistance you get up to the maximum percentage in each assist level. As a level 1 e-bike this is a pedal assist motor that is only active when you’re pedaling and is limited to a maximum of 20mph. That means assist is only useful at slower speeds while climbing or in stop-and-go traffic to help you accelerate from a stop.

Even in the lowest eco mode (~12% of max output), the bike feels light and fast which allows you to cruise up steep climbs like a pro. While it’s hard to hear the motor while you’re riding, those behind you can hear a subtle noise as the power ramps up. With the torque sensor setup, you’re rewarded for riding with a smooth cadence as coasting shuts the power and can result in a jerky on/off feel. At higher assist levels the bike can push you back in the saddle and feels as if someone is pushing you from behind as it accelerates. While the initial acceleration feels strange, in most other scenarios the motor’s assistance is fairly seamless. We do wish Trek had integrated more than 3 assist modes though, as the jumps between them feel too large for us. On some climbs eco mode simply felt like too much assistance while on steeper climbs we’d toggle between two modes.

In terms of real-world range, we found that it really depends on how you use the bike. Trek claims a range of 55 miles using only eco mode and even offers a range extender add-on batter that can double the range. Using the eco mode sparingly only on steep portions of climbs meant we didn’t have to charge the bike very often. For an all-power steep 3300ft ride we got about 36 miles out of the battery and made it back with the low battery status light flashing which was impressive. That makes us believe the 55 mile range claim, particularly if you choose less demanding routes. The Domane+ really shines as a performance equalizer or as a way to tackle longer routes that include climbs as the assist modes can make even 15% gradients feel like a flat road.

THE VERDICT

Overall, we found the Trek Domane+ AL5 to be an attractive and well designed bike. Trek has done an excellent job disguising the battery and electric motor inside the frame while maintaining the classic Domane geometry and appearance. The bike offers smooth shifting, confidence inspiring hydraulic disc brakes and the endurance geometry that has made the Domane bikes so popular. While the added electric components makes the Domane+ AL 5 more expensive and heavier than the standard Domane AL 5, it is significantly more affordable than the Domane+ SLR variations. Although $3.5k is hard to call budget friendly, it’s very well priced and maintains sleek road bike geometry and appearance with the peace of mind that Trek’s warranty and excellent customer service. The bike certainly isn’t for everyone, but if you’re looking for a way to extend your range, tackle hard climbs or keep up with faster riders the Trek Domane+ AL 5 is an excellent e-road bike.

Disclaimer: The product for this review was provided by Trek . The views expressed on this website are solely those of the authors and are here to help people make an informed choice before a purchase. The authors or the blog itself does not get any monetary compensation from the product manufacturer or third-party websites/vendor links that are posted here.

One Reply to “The electrified aluminum Domane+”

55 miles range is a fantasy. I have eco mode set to 11%, pedaling easy on a flat route gives only 41 miles.

Trek Domane+ SLR is an e-bike with all the ride sensations of a traditional road bicycle

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Trek’s Domane+ SLR is genuinely an all-new animal for road riding. Trek uses its newly updated Domane frameset and the TQ (Technologie in Qualität) HPR50 to craft an all-road e-bike that feels traditional but is anything but.

The design focus for the Domane+ SLR was to create an e-bike with natural road bike sensations with a seriously impressive weight-to-speed ratio. The lightest offering for the Domane+ SLR tips with scales at around 25.90lbs with a 28 mph (25 km/h in Europe) max assist.

Trek Domane+ SLR

The mission of the Domane+ SLR is to give a road bike experience with a featherweight frame and a boost when you need it. To give the rider that needs an extra push for the adventure they dream of without the extra weight of a traditional e-bike. The Domane+ SLR doesn’t look, sound, fit, or feel like an electric bike, and that’s exactly what Trek wanted.

Domane+ SLR — 800 series OCLV carbon

A significant change in design for the new Domane+ SLR is the decision to use Treks’ 800 series OCLV carbon. The 800 carbon series is Trek’s top road and performance line carbon. The move to 800 series carbon allowed the design team to craft a lighter frame by eliminating excess carbon around the battery (more on that later) and harness a better overall ride quality.

The new Domane+ SLR frame features 100×12 mm front, and 142×12 mm rear spacing, with mounts for fenders and small accessories. The frame does not come with internal storage like the acoustic Domane but should fit all manner of frame bags easily.

For those that heed the call to adventure, take note the tire clearance grows from a generous 35mm for the acoustic Domane to 40mm for the Domane+ SLR. The Domane+ SLR 9 eTap pictured above supports a 40mm Bontrager GR1 tire mounted to a Bontrager RSL 37 rim with a 21mm internal and 26mm external.

Trek Domane+ SLR side non drive shifters

Assist modes: Ride far, ride fast, ride often

Domane+ SLR has a max assist of up to 28 mph, with a 360-watt/hour battery. That range can take riders around 60 miles in Eco-mode or around 90 miles with the optional 160-watt/hour Range Extender.

The Domane+ SLR comes from the factory with three assist modes; Eco, Mid, and High. You can now customize each mode and plan routes in the new Trek app. The app also allows you to see how far your current battery charge will take you and allow you to make adjustments to the assist, ensuring you get to the end of the ride. Though the app works great, the integrated top tube display is in plain sight and will give you the ride details when needed.

What’s the motor?

If you saw the new Trek Fuel EXe announcement , we’re guessing you know which motor comes on this new Domane+. The TQ-HPR50 harmonic pin ring e-system motor. This motor is remarkably lightweight (3900g), tranquil, and gives a boost without the lurch of some e-bike motors.

What is a pin motor? In a nutshell, most e-bike motors use gears and belts to transmit power. These parts take up more space and can make noise or break. The HPR50 uses a harmonic drive transmission that’s small, simple, and dependable. To learn more about the workings of the new TQ motor, check out our deep dive into the TQ HPR50 here .

Using the TQ motors, designers employed a close-to-standard road Q factor of around 163mm. This narrow Q-factor helps riders from a traditional road bike make the switch naturally and not feel like riding a horse or fat bike.

Trek Domane+ SLR shofter mode buttons TQ

Assist at the shifter

Trek opted to move the assist mode adjustment closer to the shifter, helping riders keep their hands in one place, making for an immaculate presentation. The intuitive mode control buttons on the hoods and road-specific tune give Domane+ SLR a traditional road bike fit and feel while still providing a natural-feeling boost.

Where is the battery?

I asked this question when our review bike arrived; the simple answer….was it’s IN the frame (best Zoolander voice). Having the battery molded into the frame of the new Domane+ SLR allowed the design team to cut weight (carbon and battery fittings) and make the frame as sleek looking as possible.

Can you remove the battery? Trek says an experienced home mechanic can remove the battery in 15-30 minutes “Remove the drive unit cover, remove the drive unit, remove the screws that hold the battery charge port in place, remove the battery.” If that sounds like too much wrenching for you, your local Trek retailer is happy to help.

Need more battery? The mileage you get from each battery varies on many factors, such as rider weight, assist level, tire choice, riding surface, terrain, and more. If you’re looking to go longer than the frame battery can take you, Trek offers a Range extender battery that can add around 30 extra miles to your ride. The Range Extender battery sits in the water bottle cage and weighs around the same amount as a 26oz full bottle. The Range Extender plugs into the charging port and keeps the wires nice and tight to keep your pedaling smooth. For added security, Trek includes a strap to help stabilize the Range Extender for those long days exploring the gravel.

Domane+ SLR Geometery

The geometry for the Domane+ SLR is almost exactly the same as the Trek Domane “endurance” or H2 geometry. The Domane+ SLR frame has 10mm longer chainstays (43cm vs. 42cm on a 54cm frame). The longer rear gives the Domane+ SLR a planted feel in the corners and on the road. A longer wheelbase is good because the speeds you can hit on the flats with the TQ motor may be unfamiliar territory to some riders.

The H2 geometry features a higher top tube and a slightly longer wheelbase to give the bike a stable feel no matter the terrain. The all-new Domane+ SRL frames boast a wide range of sizes, starting at 50cm and ending at 62cm.

Trek Domane+ SLR Specs, models, and weights

The Trek Domane+ SLR frame is electronic shifting only, so the shifting offerings are all top-notch. Each model comes in a Shimano Di2 or SRAM eTap configuration. The SRAM option employs a single front ring, while the Shimano uses a double.

The top offering Domane+ SLR 9, arrives with either SRAM eTap RED (single front ring) or Shimano Dura Ace 12 speed with a double ring set-up.

The line trickles down from Di2 Ultegra 12 speed and SRAM eTap Force for the Domane+ SLR 7 and Shimano Di2 105 or SRAM Rival eTap for the Domane+ SLR 6.

The Shimano spec is slightly more road-focused, with narrower 32mm tires, and the SRAM with 40mm gravel-ish ones. You can choose your density for your Domane+ SLR as they all come with Bontrager Aeolus RSL 37 wheels , a BikeRumor staff favorite for its super lightweight and versatility.

Each Domane+ SLR, no matter what configuration, comes with the same base frameset, though the Project One offerings have a flashier paint job.

Trek Domane+ SLR 9 Project One eTap (tested): Price: $13,000, Weight: 27.03lbs* actual
Trek Domane+ SLR 9 Project One Shimano: Price: $13,000, Weight: 25.90lbs
Trek Domane+ SLR 7 Project One eTap: Price: $10,000, Weight: 27.56lbs
Trek Domane+ SLR 7 Project One Shimano: Price: $10,000, Weight: 26.90lbs
Trek Domane+ SLR 7: Price: $9,500, Weight: 26.90lbs
Trek Domane+ SLR 6 Project One eTap: Price: $9,000, Weight: 27.78lbs
Trek Domane+ SLR 6 Project One Shimano : Price: $9,000, Weight: 27.78lbs
Trek Domane+ SLR 6: Price: $8,500. Weight: 27.34lbs

Trek Domane+ SLR jordan villella in the woods

Trek Domane+ SLR 9 Project One eTap — Initial ride impressions

Out of the box, the Trek Domane+ SLR 9 looks like a regular road bike with a beefy down tube. Once you look closer, you notice the screen and the gearbox. Trek isn’t trying to “hide” the motor on the bike. They are attempting to make it feel more like an acoustic road bike. Maybe to make you think less about the motor and additions and more about riding the bike.

The Trek Domane+ SLR 9 was easy enough to pair with the Trek Central app, which is new from the launch of the Trek Fuel EXe with the TQ motor. The app acts as a riding partner, helping you dial in tire pressure, motor settings, and maps.

Trek Domane+ SLR 9 feels like an acoustic bike on the open road, especially while corning and riding tight roads. Most ebikes have a very bottom-heavy feel (like riding with full bottles vs. without). The Trek Domane+ SLR 9 doesn’t have any of these ride sensations. The fact that it feels more like a traditional road bike makes you want to push the limit in corners and on the flats. The Domane+ geometry is right in the sweet spot for stability and spark when you need it.

The IsoSpeed damper is a perfect addition to the Trek Domane+ SLR 9; with the 28mph speed threshold, the bike can roll on the flats, and the IsoSpeed eats up the chatter.

I found adjusting the modes at the shifter to be highly intuitive; never having to take your hands off the bars is paramount on an e-bike with such speed capabilities. The top tube screen is bright and clear, enough to get all the necessary information. The bike worked well with the Garmin and Wahoo head units we used during our initial outings, plus the new Bontrager stems have a spot for out-front computer mount.

The Domane+ SLR will be available globally on trekbikes.com and through Trek’s global network of retail partners. We’re excited to get out more on the Trek Domane+ SLR 9. Look for a full review coming in the future. Until then, check out TrekBikes.com for more information.

Jordan Villella is the Racing Tech Editor for BikeRumor.com, specializing in cross-country mountain, gravel, road, and cyclocross. He has written about bicycles and bike culture for over fifteen years with no signs of stopping.

Before BikeRumor, Jordan raced professionally and wrote for MTBR and the now-defunct Dirt Rag Magazine. He’s covered the World Championships, World Cups, and everything in between — where he loves to report what people are riding.

Based in Pittsburgh, PA, Jordan coaches cyclists of all abilities with Cycle-Smart ; you can find him racing bikes around North America and adventuring with his family.

For an inside look at his review rides follow him on Strava .

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Ultra clean looking bike TREK! I think this lightweight e-light category is poised for growth. I had high hopes for the Spesh Creo when it came out. I found i could only get around 25 miles of range or less from the 360Wh battery going full gas. Maybe get a few range extender batteries in the jersey pockets… Sidenote: “The IsoSpeed dampener,” it’s called a damper. A dampener would be something that gets wet, like a sprinkler, or a garden hose.

Agree its a nice design, but think I’d strike the same issue I also had with the Creo – had to run it in Turbo to get a good run climbing, but blew 75% of the battery in about 25km (15 miles).

Trek has 50 NM motor, whereas, Specialized Creo has only 35 NM motor, which sucks for assist during hill climbing.

The price for the top-tier model is actually quite surprising considering the prices we see for some non-ebikes these days.

Three assist modes; Eco, Mid, and High. Anyone know how many watts the motor puts out in each mode? I’m trying to understand how much assist you get vs the power you can put out.

Max is 300w ontop of what you’re doing. All modes can be fine tuned via app to cover what range of assist you’d like each one to do.

It depends…but: 360W/H battery. Eco is claiming 100KM but they don’t specify speed. The math is like so: 360W/H / 100KM = 3.6WH/KM, then multiply by the speed they calculated at (who knows) so 3.6wh/km * 30km/h (seems high) = 106 watts of power. At 20km/h we get 72 watts of assist.

Please, just call it as you like, but I implore you and all, to just call regular bikes, as always, plain and simple, bikes, or,if you must, normal bikes…

What is an “acoustic road bike”?

As opposed to an electric bike (i.e. acoustic guitar vs. electric).

Electric = Rock n’ Roll.

The speed of an ebike but stealthy and refined like a conventional bike. Your competition won’t see you coming or passing. It will definitely keep them guessing.

I vote for “analog” if we must use a term other than “bike” or “pedal bike”.

I have a BMC Allpenchallenge AMP and this Trek is the same concept, but in a nicer package. 25kmh limitation in Europe is a problem if you want to do flat group rides, but it works really well if you ride alone or in the mountains.

With the TQ motor technology these should see significantly more mileage range than a similar setup from a different company. Plus you could double that with one of their range extender batteries if you wanted. ISO speed is a great addition to the Domane+, wish they would have kept the front ISO on the new pedal Domanes.

“28mph speed threshold” is this true/correct?

Imagine paying $13 grand for a friggin Trek….

Billboards are expensive!

So of course I have to ask, as it wasn’t written here: How does it compare to the unnamed competition over at brand S?

I own and have loved the S bike. I would like the additional wattage in power, and I”m definitely down for less obvious ruckus from the motor.

I owned a Creo. Sold it after 1 year. Kept breaking down, the motor noise was high. I weigh 210 lbs, so climbing even slowly I used up a lot of battery, and had to have one or even two extenders at times. I’ve been waiting for a new development in motors rather than S’s Bosch. TQ sounds like this is it.

Have had not one problem with the motor on mine. The rest was normal bike stuff.

I’m 225, but in Texas where it is flat, can get about 30 miles on Turbo with the extender

Upgraded the heck out of it (went full SRAM/ENVE). It has gotten quieter, and slightly more powerful (either that or it actually does work for fitness) as it has aged. The battery still shows 100% life after over 5k miles.

What accounts for the $500 price difference between the SLR 6 ($8,500) and the other two SLR 6es (eTap or Shimano at $9,000)?

Trek Domane+ SLR 6 Project One eTap: Price: $9,000, Weight: 27.78lbs
Trek Domane+ SLR 6: Price: $8,500. Weight: 27.34lbs

Project One paint

hi, good article. If i ride mostly on roads, but like option for gravel, would gravel configuration work fine for roads & gravel?

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Trek Domane+ review

Power-assited go anywhere road machine

Robert Smith

Warren Rossiter

Stable ride, huge power delivery and impressive range

Powerful assistance comes at a price

There are two distinct flavours of e-road bike emerging: the lower-assistance, lighter bikes such as the Fazua-equipped Focus Paralane² and the max-power heavier units such as Giant’s Yamaha-equipped FastRoad . Joining that party is Trek’s new Domane .

The Domane is based around the last generation Domane frame design. Built from 500 Series OCLV carbon, encased within is a powerful Bosch Performance Cruise motor with 250w output and an impressive 63Nm of torque.

It’s backed up with a large capacity 500wh battery that’s mounted within the down tube. The battery itself can be charged in situ via a port that sits in front of the motor on the bottom bracket shell. Or you can use the included key to unlock and remove the battery so that it can be charged away from the bike.

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Controlling the power train is Bosch’s minimal Purin controller. This displays current mode and battery level. Adjustments to the mode are made using /- switches mounted on the face.

On the bottom edge is a Walk button. Activate this when you’re wheeling the bike and it’ll even give a little assistance. At 17.5kg in weight, it comes in handy if you’re pushing it up a steep pedestrian ramp.

Trek has done a great job in controlling the power band on the Bosch system

Trek has included a sturdy Pleischer kickstand and integrated front and rear lights from Supernova. Equipment levels are good with the carbon version of Bontrager’s Domane specific seat mast, topped with an Arvada comp saddle.

Up front, the neat Elite stem holds the excellent Isozone VR-CF bar in place, which keeps the front end in check by all but eliminating any road buzz.

The alloy Paradigm wheels are up to Bontrager’s usual high standards and are shod with excellent Schwalbe G-One Speeds in a generous 35c width. The G-One is a gravel specific tyre but the speed version has the least aggressive tread so its on-road manners are great.

I wasn't sure at first about the combination of fat tyres and the SRAM 1x drivetrain with the very un-road-like combination of a 20-tooth chainring and 11-36 cassette on the rear, which gives a tallest gear of nigh-on 48 inches and a lowest of just over 15. A more traditional 50/34, 11-32 would give close to 29 at the low end and nearly 124 at the top. It means that this is a bike that you end up spinning higher cadences on than normal; thankfully, it doesn’t feel ‘unusual’ when riding.

Bosch Performance cruise 250w motor on Trek Domane

Trek has done a great job in controlling the power band on the Bosch system. It kicks in without jolting and then ramps up quickly, which is great for pulling away from traffic when commuting or punching up a short steep climb.

The Domane does ride very well, but unlike some lighter designs you never forget you’re on an e-bike. The power assistance isn’t dominating but you do notice it whenever it’s engaged.

The range numbers have impressed: the furthest I achieved in a single charge being 71 miles with 1,175m of elevation at 16.8mph average. All the more impressive because over 90 per cent of that ride was on gravel, with the lowest being a still impressive 52 miles at 16.9mph on one of the hottest days of the year.

On road it’s fun, the handling stable and the IsoSpeed on the rear and clever bar on the front keep things comfortable, but it’s not the most impressive I’ve tried.

Off the beaten track, however, the Domane+ comes alive. The traction afforded by the torque and power in the Bosch system makes climbing super-steep, rutted singletrack sections fun. On most gravel rides we usually expect at least a little bike-hiking, here, however, you get less of that thanks to the power assist.

On evidence like this I’d love to see what Trek could do with a full-on e-gravel bike based around the impressive Checkpoint .

Overall, the Domane+ is a great fun bike to ride. The downside is the price. It’s expensive compared to the equally off-roadable alloy Cannondale Synapse NEO SE at two grand less.

Trek Domane+ geometry

Seat angle: 73 degrees
Head angle: 72 degrees
Chainstay: 45.5cm
Seat tube: 54.8cm
Top tube: 56.7cm
Head tube: 18.1
Fork offset: 5.3cm
Trail: 5.9cm
Bottom bracket drop: 7.8cm
Wheelbase: 1,057mm
Stack: 61cm
Reach: 38cm

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Always Ride with a Tailwind on Trek’s Latest Domane+

The lightweight and quiet Domane+ SLR proves that less can be more for e-road bikes.

Takeaway: Trek’s Domane+ SLR is a different type of road bike. And it’s a different type of e-bike. The Domane+ SLR combines lightweight, comfort, and pedal assist into the look and feel of a traditional road bike. The Domane+’s TQ motor system delivers assistance smoothly and runs quietly, making for a bike that feels at home on any kind of road ride. The bike’s biggest downside is the very high price tag.

Weight: 26.7 lbs (size 52cm) Price: $13,000

Trek Domane+ SLR 9 AXS

A Different Type of E-Bike

It’s important to distinguish between Trek’s latest, third-generation Domane+ and most other e-bikes currently on the market. E-bikes in the commuter and mountain categories are usually termed full-power e-bikes. These bikes have large-capacity (and thus heavy) batteries paired with powerful motors. Many of these full-power e-bikes hit peak power outputs of 700w and have up to 80 Nm of torque. And the motors on these bikes are designed to push as much power as fast as possible to get you to maximum regulated speeds of 20 or 28mph.

Trek’s Domane+ SLR is not like that at all. Riding the Domane+ SLR is an experience much closer to that of riding a traditional road bike, except that you have a sweet tailwind where ever you go.

For the TQ HRP-Motor, max torque is capped at 50 Nm, and the most power a ride will ever get from it is 300W. The most obvious benefit of this huge weight saving in the motor and battery itself allows the rest of the bike to be built lighter. Both of these things combine to make the Domane+ genuinely one of the lightest production e-bikes on the market (26.7 pounds for the 52cm size).

A 360 Wh battery housed inside the downtube powers the new motor. Trek claims the battery is good for up to a 90-mile range in Eco mode. Riders can add an optional range extender (which takes up a water bottle cage mount) for an extra 160 Wh capacity. As with any e-bike range estimates, your mileage will vary based on rider weight, elevation gain, and what assist mode is used.

Three levels of e-assist are available via the handy buttons tucked in near the shifters. The modes are customizable in the Trek mobile app to suit your riding style and preferences. The central top tube display offers a variety of display pages with things like battery life, your current power output, the motor's current power output, speed, and distance. When you are charging the system, the display shows a countdown to when the battery will be fully charged.

Honestly, it was the remote buttons that stole the show for me. So many road e-bikes will rip you out of the familiar ride experience by forcing you to use cumbersome mode controls. By comparison, the Trek system felt natural and easy—similar to the auxiliary shift buttons on high-end road bikes.

While the various e-bike features of the Domane+ SLR are impressive, it’s worth noting that Trek also nailed the regular bike bits. First, they bumped the official tire clearance from 35mm to 40mm. The wider rubber gives the Domane+ a bit more versatility or comfort, depending on the tires you use. There are also hidden fender mounts in case rain is a common feature of your rides.

As is expected on a high-priced road bike, the Domane’s cables are fully-internal. But Trek goes about it in a way that doesn’t make me want to pull my hair out. Brake lines run externally on the handlebar and under the stem before disappearing into dedicated ports on the headset cover. A small plastic cover attaches to the stem to hide the lines from view. This allows for easy handlebar and stem swaps for fit adjustments if needed.

The Domane+ frame geometry is nearly identical to the standard, non-assist Domane. The only change is a 10mm increase in chainstay length (needed to fit the TQ motor). As with the standard Domane+, the stack and reach numbers are much more relaxed than Trek’s race bikes like the Madone or Emonda but are still relatively sporty overall.

Pricing and Models

Trek offers the Domane+ with the TQ motor in six different builds. All of these options use the same frameset, battery, and motor. None of them are cheap. Our test bike equipped with SRAM Red eTap AXS and Bontrager Aeolus RSL 37V carbon wheels sells for an eye-watering $13,000.

The most affordable model in the lineup—equipped with SRAM’s Rival eTap AXS and slightly heavier Bontrager carbon wheels—still retails for $9,000.

The “value” Trek offers with the Domane+ is almost entirely in the TQ motor system, which has a unique ride experience but commands an enormous price premium. A Pinarello Nytro E9 e-road bike with the same TQ motor will also set you back $13,000

As a brand, Trek doesn’t generally shy away from premium-priced bikes, and in that respect, the Domane+ is priced similarly to its non-assisted version. Hopefully, as the technology develops, Trek will offer the TQ system on more affordable bikes and models.

Trek can point to the Domane+ AL 5 as perhaps a more reasonably priced e-road bike model at $3,500. But, there are some key differences between the AL 5 and the significantly more premium Domane+ models. The alloy versus carbon frame is the obvious one, but I argue the more crucial difference is that the AL 5 uses a hub-based motor instead of the mid-drive TQ motor. This change (accompanied by a lower maximum-assisted speed of just 20mph) eliminates the AL 5 as an option for riders who want to participate in faster-paced group rides (where speeds are often above 20mph).

Ride Impressions

Trek designed the Domane+ SLR to feel and ride similarly to a traditional, non-electric assist road bike, and I think they came exceptionally close. Riding the Domane+ feels much more like you're having an amazing day on the bike, instead of a typical e-bike ride.

The first thing you notice with the TQ motor is its incredibly subtle power delivery. There’s no sudden jolt or kick when the motor kicks in, versus the feel of many full-power e-bikes. The Domane+ SLR feels much more like a slowly gathering tailwind that’s helping you get up to speed.

Adding to this feeling is how clever the whole system is at figuring out how much assistance you need. It’s not a simple linear relationship of effort to assist. For example, when starting from a stop, the Domane+ will give you a brief bit of extra boost to get you moving that gradually tapers off as you settle into your pace. Similarly, once you’re up to speed, you need to actually put in effort to get the motor to kick out some extra boost. The whole system does a remarkable job of making you feel great on the bike without constantly reminding you that you are on an e-bike. But riders that want more boost could always tune the system to their preferences via the Trek mobile app.

The TQ motor is so danged quiet that you will sometimes forget you’re riding an e-bike. If you don’t spend much time riding e-bikes, this might be hard to appreciate, but some electric motors can sound pretty loud. This is especially true on powerful commuter e-bikes where the motor noise can distract from the cycling experience.

The Domane+ SLR’s motor is practically silent. There is some noise, but it is so minor that you must listen closely to hear it. Otherwise, the noise fades into the background sounds of riding a bike, along with wind, tire, and drivetrain sounds.

The ride quality of the Domane+ is somewhat of a mixed bag. As on other Trek models with IsoSpeed (the suspension feature at the seat and top tube junction), the system works very well and provides compliance. But the front end of the Domane+ is incredibly stiff by comparison. This is due to the overbuilt downtube of the frame (designed to accommodate the motor and battery), which results in increased harshness up front. Fortunately, Trek equips the Domane+ with 40mm wide Bontrager GR1 tires. At first, I thought putting gravel tires on a road bike was a bit weird, but the added comfort of the wider tire helped counteract the harsh-feeling front end.

The Domane+ is so good at blending its e-bike characteristics into the background of your ride that I sometimes began asking, “Why don’t I just ride an assisted bike all the time?” I spent plenty of time thinking about that while riding this bike back to back with non-assisted bikes. Simply put, the Domane+ SLR is fun—It is fun to go out and experience what riding with an extra 300 watts feels like (without being something that feels more like an electric scooter). While my inner, grumpy bike racer might scoff at the “unearned speed” that the Domane+ provides access to, the rider in me thinks the joy of going fast on a bike is worth sharing instead of being a curmudgeon about it.

Given the Domane+ SLR’s high price point and the unique motor and ride feel the bike best suits the rider that prizes the feel, sound, and experience of riding a non-assisted road bike over the power output of a full-powered e-bike. Typically, bicycle brands market e-bikes like the Domane+ to riders who cannot keep up with faster riders. Lightweight e-bikes are often sold as bikes only for aging racers or significant others. This marketing approach feels dated and non-inclusive. I know folks who have given up on riding due to health issues but have gotten back into riding regularly, thanks to e-bikes. The bottom line is that e-bikes are for anyone that wants one.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer.

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2023 Trek Domane+ AL 5 Review

The Trek Domane+ AL 5 is a highly anticipated release in the cycling world.

Trek is known for their high-quality bikes, and the Domane+ AL 5 is no exception.

With its sleek design and advanced features, it’s sure to be a popular choice among cyclists.

In this review, we’ll take an in-depth look at the 2023 Trek Domane+ AL 5.

From its frame design to its components, we’ll cover everything you need to know to make an informed decision about your next bike purchase.

So let’s dive in and see what this bike has to offer.

In the world of cycling, Trek is a name that is synonymous with quality and innovation. The Trek Domane+ AL 5 is no exception.

Released in 2023, this electric road bike is a game-changer for cyclists who want to enjoy the thrill of the ride without sacrificing comfort or performance.

The 2023 Trek Domane+ AL 5 is a high-performance electric bike that delivers a smooth and comfortable ride.

It features a lightweight aluminum frame, a carbon fork, and a powerful electric rear hub motor that provides up to 80 miles of range.

With its sleek design and advanced technology, this ebike is perfect for commuting, touring, or just enjoying the outdoors.

– Lightweight aluminum frame and carbon fork for a smooth and comfortable ride.

– Powerful HyDrive hub drive motor provides up to 80 miles of pedal-assist range.

– Shimano 105 2×11-speed drivetrain featuring a 11-34t cassette paired to a compact 50/34t chainring set for smooth and reliable shifting.

– Shimano hydraulic disc brakes for responsive and reliable stopping power.

– Bontrager R1 Hard-Case Lite 700x32c tires for excellent traction and durability.

– Compatible with a wide range of accessories, including racks, fenders, and lights.

– Backed by Trek’s industry-leading warranty and support.

Design and Build

The Trek Domane+ AL 5 is a sleek and stylish electric road bike that is built for comfort and performance.

The bike features a lightweight aluminum frame that is designed to absorb shock and reduce vibrations, making it ideal for long rides.

The bike is also equipped with a carbon fork that further enhances its performance and comfort.

Electric Assist

One of the standout features of the Trek Domane+ AL 5 is its electric assist system.

The bike is powered by a HyDrive hub drive motor that provides up to 250 watts of assistance.

The motor is located in the rear hub and is powered by a 250Wh battery that is mounted in the down tube.

The electric assist system is controlled by a small button on the handlebars and toptube-mounted display that allows you to choose between different levels of assistance.

Performance

The Trek Domane+ AL 5 is a bike that is built for performance.

The electric assist system provides a boost that makes climbing hills and riding into headwinds a breeze.

The bike is also equipped with a Shimano 105 drivetrain that provides smooth and precise shifting.

The hydraulic disc brakes provide excellent stopping power, even in wet conditions.

The Trek Domane+ AL 5 is a bike that is built for comfort.

The bike also features a Bontrager Verse Short Comp saddle that is designed to provide comfort and support on long rides.

The bike is also equipped with Bontrager R1 Hard-Case Lite 700x32mm tires that provide excellent traction and stability.

The Trek Domane+ AL 5 is a bike that is built for comfort and performance.

It’s is also equipped with a Shimano 105 drivetrain that provides smooth and precise shifting.

Overall, the Trek Domane+ AL 5 is a great choice for cyclists who want to enjoy the thrill of the ride without sacrificing comfort or performance.

Order online and have it shipped to your local dealer for final assembly!!

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Trek Fuel EX-E high-spec

1 week ago | 492 views

Used - Excellent

Frame Material

Trek Fuel EX-E high-spec - Pristine condition without marks or scratches. Fully wrapped. Bontrager Kovee Pro wheels 2024 RS Lyrik Ultimate 150mm fork Sram Level Ultimate 4-Piston brake-set Sram HS2 180mm Rotors Sram XO T-type 12-Speed derailer Sram XX SL 12-speed cassette Sram Pod ultimate shifters & matching clamp system RS Reverb AXS 150mm dropper post Bontrager RSL 145mm carbon saddle 34T CSixx e-bike custom chainring Full bike wrap by Armour-Ride Odo: 697km

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Three ways to explore the open road

Carbon Domane

The Carbon Domane delivers incredible endurance comfort, ultimate versatility and pro-level speed in one podium-topping package. Enjoy ultra-light OCLV Carbon, newly refined rear IsoSpeed and sleek storage options.

Shop Domane SL
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Aluminium Domane

The Domane AL offers classic Domane speed, comfort and versatility at an exceptional value. You get a light and durable Alpha Aluminium frame, a comfort-first carbon fork, and mounts for a top tube bag, rack and mudguards.

Shop Domane AL

Electric Domane+

Electric Domane+ models offer the same Domane comfort that you know and love, plus a natural-feeling assist that flattens hills, shrinks long distances and lets you take the tailwind with you. From the ultra-light and fast Domane+ SLR to the high-value Domane+ AL, there’s an e-road bike for everyone.

Shop Domane+

Pure race pedigree

The Domane was developed in collaboration with the pros of Trek-Segafredo to create a race-ready bike that’s fast and capable enough for the world’s most epic events – including the infamous Paris-Roubaix, where Elisa Longo Borghini and Lizzie Deignan raced Domane to victory two years in a row.

Read the story

"The Domane is: Special. A great bike made better. A bike for the modern road rider: Freaking fast, wonderfully comfortable and oh so practical.” – Bicycling

“The ride is simply sublime. Its balance between smooth, vibration-eliminating comfort, sharp handling and out-and-out speed combines with an ability to get off the beaten track." - BikeRadar

"It absorbs all road vibrations, operates quietly and accelerates on flats deceptively quickly… I'll be in for a rude awakening after returning to a road bike without IsoSpeed." - VeloNews

"The most notable transition from road to gravel was the sense of ease. Usually, when you roll from tarmac to stones, the bike can feel skittish and nervous (rider or bike). The Domane feels stable, and instead of holding your breath, you breathe out." - BikeRumor

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Caofen F-80 Review: Electric 8kW dual sport is street-legal and Sondors-priced

We got the chance to test ride a street-legal plus off-road electric motorcycle that comes at a reasonable price point, something of an albatross since the Sondors Metacycle went under.

For a while now, we’ve been seeing quite a few off-road e-bikes/motorcycles with similar specs, price, and design language as the Sur Ron Light Bee. Unfortunately, most of these aren’t street-legal like the more expensive and kitted out Zero FX/E . While that’s likely not a concern for those riding on private property, having more street-legal options in this segment of the market is something I’m excited to see more of. Thankfully, manufacturers are slowly starting to fill that gap.

$4,500 Dual Sport

The Caofen F-80 off-road version is an electric dual-sport motorcycle that’s fully street-legal in 50 states and has some decent specs that make for a fun day. For this test ride, I visited an off-road vehicle park in the northeast, put on my gear, and tried to see just how well this bike would perform on trails.

Now, while Caofen does have a few other models, such as the FX full-sized off-road motorcycle as well as a more street-oriented version of the F-80, for this review, we’ll be focusing mostly on the F-80 off-road version. Thankfully, we got the opportunity to test this out on an off-road course with tight turns and jumps. For the sake of the review, I made sure to try my hardest to test its limits, but full disclosure: I am a beginner at motocross and off-road riding.

Compliance parts:

The F-80 is capable of obtaining insurance, plates, and registration, but this bike was built primarily as an off-road motorcycle geared more for trails and motor tracks. So many of the parts that make the bike street-legal, such as the license plate holder, felt more like an afterthought with lower-quality parts than what is on the rest of the bike.

Before we get into the weeds, let’s get a few specs out of the way.

Top speed: 62mph
Battery: Liquid-cooled 2.2kWh 72v 30 ah and 2.2kWh and 3.9kWh 48 ah
Weight : 165lb
Frame: Single-piece aluminum frame
Brakes: 230mm disc brakes on the front and 203mm at the rear
Size: 77×31×42
Clearance: 14 inches

Initial thoughts:

The F80 looks and feels different from your typical Sur Ron Light bee in the sense that it has a bit more power and feels more like a full-sized motocross bike. It’s also not in that upper-echelon class of electric dirt bikes. I’d say if the classic Sur Ron was at one side of the spectrum and the higher-end dirt bikes such as Surron’s Storm Bee, Stark Varg, or KTM free ride e-xc was at the other end then this would be somewhere in between depending on how you look at it.

In terms of pricing, the street-legal off-road version of the F-80 with the 30-ah battery configuration comes in at $4,500 on the www.caofen.us website. The bigger battery 48-ah version is available for an extra $500.

At that price point, it’s close to that of most other 45-60 mph electric bikes. One big difference here for the F-80 is that Caofen is claiming that it can be registered in 50 states. When I test rode it on the east coast, I was shown registration for the vehicle as well as a license plate. Now this may not be a huge factor for those who are looking to ride primarily on trails, but for those who enjoy off-road capable bikes even on city streets and don’t necessarily want to go for the 10+k price range of a highway-suitable dual sport like a Zero FX, it’s a great thing that companies like Caofen are starting to fill that gap in the market.

In terms of power, the motor is rated for a max peak output of 8kw and claims to have 310 nm of torque. To be truthful, even though I always want as much power and torque as possible in an electric bike, with this being my first time in an offroad dedicated park with a mini motocross track, I found this to be more than enough power.

For trail riding and beginner motocross riding I think this bike handles well and is nicely balanced. The one downside aside from the lower quality compliance parts like the plate holder that broke off was the rather small footpegs. I believe the suspension is adequate but not to the level of some of the higher-end dual sport bikes. But then again this is still a 72v off-road bike with 8kw of peak power and DOT approved.

Getting into some of the pros here the frame is a zero-weld one-piece unit that adds strength and lowers the weight. In total, the bike weighs 165 lbs with a 30-ah battery. This, combined with the 8kw of power, made it relatively easy to skid the rear wheel on loose dirt, and I’d imagine for those who wheelie that this would be plenty of fun.

As for charging, the batteries can be charged from fully empty to full in three hours for the street-legal off-road bike. When it comes to the battery Caofen uses a patented immersion cooling battery system that claims to achieve 8 times the thermal balance and only 50% of normal temperature rise. The temperature control system allows you to ride freely in any case, even in a minus 40-degree environment.

When it comes to brakes, the F-80 is stopped with 230mm disc brakes on the front and 203mm at the rear. It’s an adequate feeling brake but leaves you wanting just a bit more heavy-duty braking power. In terms of size, the bike comes in at a size of 77×31×42 and gives you about 14 inches of clearance.

For those wanting a bigger size, with better suspension and upgraded brakes, you may want to check out their full-sized version, the FX, which costs $5800 and features a 12kw motor.

Electrek’s take:

I think it’s great that Caofen is bringing this to the market at a low price point. Being able to ride without worrying about breaking the law just to have fun on your electric motorcycle is a feature that not enough manufacturers are including. Let’s face it: A lot of people who ride high-speed e-bikes/motorcycles like Sur Rons or Talarias ride on public roads despite manufacturers saying that it’s not street legal. I think if there were more options like this on the market at lower prices, we’d be seeing a lot of young people opting to register their bikes and ride a bit safer, especially if it meant they needed a motorcycle license and the required skills to operate these types of bikes on the street.

For more info on their bikes, you can check out www.caofen.us or www.caofenusa.com

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Conversion Kits
Conversion Kits General Discussion

nvm moscow throttle

Thread starter Widget2k13
Start date May 3, 2020

Finding my (electric) wheels

hi everyone, im new to the forum and have come with a question about the ncm moscow, i have owned the bike for over a year now and seen that the moscow plus has a throttle fitted to it, does anyone know if its possible to fit one to the normal moscow and if so where to purchase what i need in the uk as i cannot find anything about it at all. thank you

Esteemed Pedelecer

Show us a pic of the main controller and it's wring not the handle bar display.

i will get some pictures tomorrow, i know its a sealed unit and one wire goes to the pedal crank and another goes away inside the frame

hi, here is a pic of the control box, not sure if it helps, one wire goes to the motor, one to the pedal crank and the others go up to the battery area

Attachments

All I see is a BB shell with two cables running under it.

its a sealed unit fixed to the frame, there is no way of getting into it i dont think

In that case then a throttle can't be retrofitted if there isn't an unused three wire connection.

The Oxygen ST uses a similar frame which is likely a generic China/Taiwan frame utilised by other companies with different components and motor kits, the Oxygen is throttle capable.

Widget2k13 said: hi everyone, im new to the forum and have come with a question about the ncm moscow, i have owned the bike for over a year now and seen that the moscow plus has a throttle fitted to it, does anyone know if its possible to fit one to the normal moscow and if so where to purchase what i need in the uk as i cannot find anything about it at all. thank you Click to expand...

Kommunikation zwischen C7 Display und Motorkontroller NCM Venice+ Das-Kit

An lcd won't enable you to fit a throttle, you need a controller with the wired out put for one as well as the PAS out put. One can't be used for the other.

jokskot said: It is possible to fit a throttle by tapping into the cable linking the display and the controller fitted near the bottom bracket and I have done so . See post 8 in the attached link for circuit schematic & background info.: Kommunikation zwischen C7 Display und Motorkontroller NCM Venice+ Das-Kit Moin, ich habe bereits im dem 'anderen' pedelec und E bike Forum meine Untersuchung und Ergebnisse veröffentlicht, hoffe aber hier zusätzlich noch weitere interessierte Leute zu erreichen. Zunächst einmal ein Dank an Arthus Dent der schon vor über einem Jahr damit angefangen hat und auf dessen... www.pedelecforum.de Google translate will deal with the language if your German is not up to it! You need to put 5 v (from the purple and black wires across the throttle Hall sensor and attach the Hall sensor signal wire to the yellow line. If you have a voltage display on your throttle and it has the range up to at least 60 v, you could also tap into the red wire of the cable to display the battery voltage. Unfortunately all you achieve with this, is having the "walk" function (ie 8 or is it 6? kph) available via the throttle. It should be possible to increase the speed available by resetting the firmware but this is beyond my ability & competence! I have posted (under the same nom de plume as I use here) in the link given above but no usable feedback has been provided. If anyone reading this & can help with this, please post here or send me a pm. Click to expand...

Das-Kit e-Bike Conversion Kit, 48V 500W | Leon Cycle

At a price....!!!! Possibly the motor available in the US has more power, but I suspect the rest is just firmware tuning. You've probably noticed the flash screens you get on switching on, include one that says EU300 or something which I take to be an EU compliant firmware version.

jokskot said: At a price....!!!! Possibly the motor available in the US has more power, but I suspect the rest is just firmware tuning. You've probably noticed the flash screens you get on switching on, include one that says EU300 or something which I take to be an EU compliant firmware version. Click to expand...

Kosh said: Yes on all counts ! Click to expand...

WheezyRider

Nealh said: An lcd won't enable you to fit a throttle, you need a controller with the wired out put for one as well as the PAS out put. One can't be used for the other. Click to expand...

Kosh said: Hello just out of interest , i bought a Moscow at the end of May and was also looking into fitting a throttle , looks like the answer is no, not without changing the Lcd unit (as far as i can make out) there seems to be no info out there (did find something in German) and any questions to Leon cycle's go unanswered, i got the bike ok (tracking did not work) but am hoping i dont get any problems as i dont think Leon are going to be any help ... awful customer service ! very happy with bike though ... done couple of hundred miles to date (mainly cycle tracks) let me know if you find out anything more re throttle .... thanks Click to expand...

WheezyRider said: Have you been able to get into the setup mode with the DAS KIT LCD? Codes I've seen are 8088 and 8018, depending on the unit. Then you can set the wheel diameter properly. Leon Cycles will not tell you this, I only found it on the web. Click to expand...

jokskot said: I’d be interested to know where you can get the correct 8 pin Julet connector from in China. I was unable to locate one in China, but did find a good supplier in Germany. However fitting a different display is likely to cast £50+ & may not solve the problem of speed available via the throttle. I was luckier than you with Leon and they provided a few pass codes to try. 8018 worked for me, accessed after pressing the + & - keys together for a few seconds. Difficult to describe but pretty intuitive! This allows changing the voltage (if you really want), the wheel diameter and power which essentially limits the current supply. I have found little different between the “turbo” & normal, but “eco” limited the current indicated to 5 bars rather than 6 and made hill-climbing more demanding on the rider. If you change anything remember to press the + & - buttons together to save the changes and return to the standard screen. Has anyone got experience of flashing firmware on microprocessors and could offer me guidance? ( see earlier posts in this thread and posts elsewhere on this site by me) Click to expand...

Electric Bicycle E-bike Waterproof Cable Connector For E-brake Display Throttle | eBay

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COMMENTS

Domane+ Family
Domane+ SLR. Domane+ SLR is our lightest and quietest e-road bike ever, complete with our highest-level 800 Series OCLV Carbon, premium components, road-smoothing rear IsoSpeed, and a 28mph max assist that keeps you quick and comfortable on epic all-day adventures. Assist: Up to 28mph. Range: Around 60 miles. Battery size: 360Wh. Shop Domane+ SLR.
Domane
Electric Domane+ models offer the same Domane comfort you know and love, plus a natural-feeling assist that flattens hills, shrinks long distances, and lets you take the tailwind with you. ... Pure race pedigree. Domane was developed in collaboration with the pros of Trek-Segafredo to create a race-ready bike that's fast and capable enough ...
Domane+ SLR, ultra-fast and light electric road bikes
Our highest-value e-road bike, Domane+ AL boasts a light and strong 100 Series Alpha Aluminum frame, a sleek integrated display and control buttons, and a hill-flattening assist up to 20mph. Assist: Up to 20mph. Range: Up to 55 miles. Battery size: 250Wh.
2023 Trek Domane+ e-road bike review: Ultra-quiet, ultra-stealthy
The 2023 Domane+ marks the first time Trek has used its top-end OCLV 800 carbon fiber content. Combined with the integrated down tube battery - meaning there's no need for a large hatch - Trek claims to have lopped 450 g from the previous Domane+ chassis. Claimed weight for an unpainted 56 cm frame is around 1,250 g.
Trek Domane+ E-Road Bike Review
The 2019 Domane+ is the electric version of Trek's popular Domane, ... It's too soon to tell whether the U.S. market will embrace an electric road bike, but the overall e-bike market is ...
Domane+ SLR 7
"One of the sleekest e-road options available" "People looking at it from a slight distance, or even up close, probably wouldn't know this is an e-bike...rear IsoSpeed decoupler, high-end OCLV 800 carbon material, endurance geometry, internal cable routing, and generous tire clearance that pushes this bike well into gravel territory."
Domane+ LT 7 Gen 2
Domane+ LT 7 Gen 2. 3 Reviews / Write a Review. Model 5267354. Retailer prices may vary. Domane+ LT 7 is a carbon drop-bar electric bike designed for roadies who want an authentic road bike experience with an extra boost. The sleek and efficient Fazua drive system kicks things up a notch when you need it—like riding into a headwind or beating ...
Trek Domane+ SLR 6 review
Trek Domane+ SLR 6 review - Electric Bikes - Bikes - BikeRadar
Trek Domane+ AL5 Electric Road Bike Aluminum Bicycle Review
THE VERDICT. Overall, we found the Trek Domane+ AL5 to be an attractive and well designed bike. Trek has done an excellent job disguising the battery and electric motor inside the frame while maintaining the classic Domane geometry and appearance. The bike offers smooth shifting, confidence inspiring hydraulic disc brakes and the endurance ...
Trek Domane+ SLR is an e-bike with all the ride sensations of a
Trek's Domane+ SLR is genuinely an all-new animal for road riding. Trek uses its newly updated Domane frameset and the TQ (Technologie in Qualität) HPR50 to craft an all-road e-bike that feels traditional but is anything but.. Photos: Jordan Villella. The design focus for the Domane+ SLR was to create an e-bike with natural road bike sensations with a seriously impressive weight-to-speed ratio.
Trek Domane+ review
How does the Trek Domane+ compare to other electric bikes on the market? Find out in this comprehensive review by BikeRadar, where they evaluate the bike's design, battery, motor, ride quality and ...
Trek Domane+ SLR
The Domane+'s TQ motor system delivers assistance smoothly and runs quietly, making for a bike that feels at home on any kind of road ride. The bike's biggest downside is the very high price ...
2023 Trek Domane+ AL 5 Review
The 2023 Trek Domane+ AL 5 is a high-performance electric bike that delivers a smooth and comfortable ride. It features a lightweight aluminum frame, a carbon fork, and a powerful electric rear hub motor that provides up to 80 miles of range. With its sleek design and advanced technology, this ebike is perfect for commuting, touring, or just ...
Trek Domane+ Electric road / gravel
Carbon. Trek Domane + Project One ( 58) build with the following customisations: - RSL 37V Wheelset with DT Swiss 240 Hubs + Bontrager GR1 Team Issue 700x40mm. - RSL Saddle. - Rainbow Ti-bolts. - Roval Rapide integrated bar ( 440mm) with Bontrager integrated stem. - Sram Centerline XR 2P Rotors. - Sram Red Rainbow 12-Speed Flattop chain.
How professional thieves stole $1M of e-bikes in just seven minutes
Unlike many white-labeled electric bikes that use a combination of à la carte components and frames chosen from a catalog of OEM parts, the Juggernaut FS ST is Biktrix's own in-house design. It ...
Check out these simple Texas-made electric bike charging stations
I recently stumbled upon these two different models of e-bike charging stations when visiting Austin, Texas-based electric bike maker MOD Bikes. The company just released several new models of e ...
NCM Moscow Plus Review
A review on the NCM Moscow Plus. Rode around Toronto and Mississauga
Segway Max G2 e-scooter $300 off in today's best Green Deals, EGO
Juiced's e-bikes up to $250 off starting from $1,169 for RipRacer Fat-Tire e-bike (Reg. $1,499) Camplux's 18kW tankless electric water heater 'lowers water heating costs by 60%' for $290 ...
Vanpowers City Vanture e-bike $999, Segway F2 Pro $650, more
Reinette LeJeune | Mar 26 2024 - 10:51 am PT. 0 Comments. Headlining today's green deals is the launch of Vanpowers' Easter sale that is taking up to $700 off a selection of e-bike models, led ...
Domane
Heart of a road bike. Spirit of adventure. The Domane is a performance road bike that delivers incredible endurance comfort without sacrificing speed. Wherever you ride it - tarmac roads, hard-packed gravel or the cobblestones of the world's greatest one-day races - the Domane family is smooth, fast and fun.
Tuning NCM Moscow, NCM Moscow plus and other NCM models (48 ...
Electric Bike General Discussion. Tuning NCM Moscow, NCM Moscow plus and other NCM models (48 volt models) Thread starter jokskot; Start date Jun 22, 2020; J. jokskot Pedelecer. Jul 14, 2018 155 47 75. Jun 22, 2020 #1 There has been considerable correspondence on this site and elsewhere regarding tuning the above e-bikes. Some contributors have ...
Gocycle reveals first images of racecar-inspired cargo electric bike
Most cargo e-bikes we test weigh at least 50% more. It took a lot of custom work to get there, and you'll notice that unlike most electric bikes, Gocycle doesn't use very many off-the-shelf parts.
Linka Lasso smartphone-controlled chain lock for bikes
The e-bikes that make up Micah's current daily drivers are the $999 Lectric XP 2.0, the $1,095 Ride1Up Roadster V2, the $1,199 Rad Power Bikes RadMission, and the $3,299 Priority Current. But it ...
Caofen F-80 Review: Electric 8kW dual sport is street-legal and Sondors
Motor: 8kw. Top speed: 62mph. Battery: Liquid-cooled 2.2kWh 72v 30 ah and 2.2kWh and 3.9kWh 48 ah. Weight: 165lb. Frame: Single-piece aluminum frame. Brakes: 230mm disc brakes on the front and ...
nvm moscow throttle
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